Internal combustion engine



April 18, 1933. G. P. BEAUDRY INTERNAL COMBUSTION ENGINE FiledA Feb. 14,1930 2 Sheets-Sheet 1 INVENTOR BY .jeazm//y ATTORN EY wlTNEssEs April18, w33.

' G. P. BEAUDRY INTERNAL COMBUSI-ION ENGINE Filed Fb. 14, 195DSheets-Sheet 2 INVENTOR /,eaufly BY l .vf

ATTORNEY Patented Apr. 18, 1933 UNITED-,STATES ing' its; `ownpistonfoperativelyv connected. with a common `crank shaft, the,cranks-fior the respective pistonsbeing disposed atrela- 15 tively?`different angles. The-provision ,and

arrangement is such that/the `fuel mixture i to enter` 1the powercylinder approximately 35 degrees beforeupper dead Vcenter `O15-,the

@power` cylinder and closes approximate-m40 n f degrees` past .theisam'edeadifcenter all'ovvingfio `f the charge to be ignited lat anydesiredpoint `i Y 4startngffdegres` beforgthe fueren dead `center of thepower cylindeinfg T hisfisgnecog vn izedfby thoseconversant inthis.art,as-the:` 'z y will be compressed the desireddegree, then bedelivered into the" powercylinder, and then be `exploded in 'the powercylinder-to 20 act on the lpistonltherein to4 drivelthecrank Vshalfti` i1 if, One oftheobjects 'of theinvention is the i provision in an engine`olf-the `indicated type ofimproved means foi-*controlling the iad- 5mission of the, fuel mixture iiitof the coin. A `:pressionf cylinder,itsicompression therein,

its, delivery to the power cylinder, andthe discharge of the iexhaustoriburned gases yfrom the powercylinder by :the motion of o the crankrodsin suclia novel `'iiiai'inerfthat I f35 `*such lthat thewti-me of gduration [of said in take, admission and exhaust is `longer i 'than inother typesf,vvhich performgthese operations,` in one revolution-'of thecrank shaft. i In accordancewith the above objectofthe o inventiongreater eiiciency and power V,are obtained by `preventing lossV hofenergy through the exhaust caused by thetoo early 1 opening of theexhaust: valvejand'by prevent- ;ingfunnecessary overheatingof parts;such as crank lfiods 1and f-theirwwristpin, and of n the piston itselfby the hot` vexhaust gases and therefore with? 1 this new: arrangementof vparts the heat of all moving parts requiring r`creases the powerfora a; given size of i'ndeij. Secondly, the `high :ratio` of;..elear.1x`f

lubrication is rapidly'disfsi'pated and better cooling Vis Vincidentallysecuretl; f

the one` described inmy Patent N l wbearing dates of May 18, 1930.is

admission ofV the cliargefis made', igthe; fp

er cylinder andgwhich makes .I thefoperation of the `present, enginequite` "difierent' irrompe@ In the previous patenttheadmissioniof;` he

icharge tothe power cylindercan onlyftake place vat theextreme'topolithepoyverfstrokea.:` v andv admission port re-mainsjopen,afterfthe power .crank has passed1tlie upper deadpenl ter; it istherefore necessary that ignitionjof the charge be `madefrwellpastluppenfdead center after closing ofthe adiiiissioniiport i3 In thepresent invention thegchafrgefbegins best condition for eifici entNoperation, yowing to the; time lreq `iredj fomnthe'v 'propagation ofvthe ignitionyflame.: "2,

piston isfmade` longerfsothat ,the @16aia-iicef:fv ratio of saidpower-pistfon-1 lQtoj '1 oryeven a higher i value, 4and* thatj` thestroke of, `-the n compressiony piston issof arranged that lthe vclearaijice ratio in said 1 compressioncylinderl is 8 to l.y .j Thisis anentirely new featilleffi-nf' the artj since noIotlier-engine-ofthisgtype now `in*use; canA realize vthese advantages.

Y These yfeatures` increase the usefulness andi efficiency o this.'class ohenginehere defroml the large ,ratio `of clearance and longVVpiston ,stroken Firs t,-the compressionmattained in asingle upwardstroke ofjtheiconipression i piston produces ihigherLconipresjsionfthanit ispossible-toi `attain other` `types before.the i chargegfent'ers 'the power Cylinder. This i results in deliveringY. a

Furthermore, according vanbthen'UeaJ A turefot the invention the strokeof theffpower i scribed: Two` important advantages resfultl'.k

ance of the power piston produces an expansion of the charge double thelength of other types now in use where the practical limity of clearanceratio is approximately 5 to l. The ratio of clearance used in thisinvention results in a large saving of energy because in the present dayengine the exhaust valve opens when the pressure and temperature inthecylinder are still high. In the new engine here described the expansionof the charge is prolonged until the pressure in the cylinder is Verylow and when the. exhaust port is opened the spentl gases are evacuatedby the upward stroke of the power piston. Such evacuation of the spentcharge cannot be' obtained in other engines where there is yan explosionat every revolutionof the crank. Y

f The greater expansion' ofthev charge in thls engine also producesacooling of the charge and more heat is transformed into Vmechanicalwork. To make this point more evident it must be remembered that: when agas is compressed heat is produced and when a gas is expanded heatdisappears. Thisveifect has a real importance in solving the problem ofloss in internal combus- V tion Vengines and cannot be produced to the|same, extent in engines now in use.

By providing the direct and rapid cooling of the charge by its ownexpansion much of the heat is prevented from radiating to the cylinderwall and a large saving of energy is effected. The most importantdifferences between the engine described here and other engines whichperform all the operation of the cycle in one complete revolution Vofthe 'to the power cylinder at the lower end of the power strokesubstantially at the same moment as the exhaust port is-opened, afterclosing of both exhaust and admission ports also at the lower end of thestroke the charge Y isagain compressed to about lbs. per

square inch. In the invention described in this specification theprocess is entirely different. After the fresh charge has been admittedto the compression cylinder by the ldownward stroke of the piston' theintake port'clos'es at the lower end of the stroke and the charge israpidly compressed in a Vsingle upward Astroke of the compression pistonto a high pressure in the neighbor- `hood of 120 lbs. per square inchthen the `admission port opens and the charge is transferred to thepower cylinder at the `open equals 125/360 Yof one revolution or overtwo times longer. Furthermore the eX- upper end of the power stroke andas no fur'- ther compression takes place in the power cylinder thecharge is immediately fired after closing of the admission port. y

Se00ncZZ3/.-The length of time in which the exhaust port remains open isdifferent and the period at which exhaust takes place in relation to thetime of admission of the charge in the power cylinder is also different.Said exhaust port is also closed at a different period of thecycle inthe type of engine forming the subject of our comparison. In thetwo-cycle engine the exhaust port opens about 40 degrees before thelowerdead center of the power piston and closes 'about 20 degreesv past vsaidlower center, the time in .which exhaustk remainsy open is approximately60/36()y part of one p revolution. In the engine herein describedj 85theI exhaust opens 35 degrees before lower J center of the powercylinder and closes125 degrees later or degrees past said lower deadcenter. The time the exhaust remains haust gases are forced out of thepower cylinder by they upward stroke of the lpiston 'and said exhaustport is completely closed near the upward end of the stroke before thenew highly compressed chargeis allowed to enter the power cylinder, alsoat'the upward end of the power stroke.

'Another important vadvantage andalso a marked difference which resultsfrom the ex-V pelling of the spent charge'from the power cylinder by theupward stroke of lthe piston is thefact that in'the two-cycle engine aconsiderable amount of spent gases'remains Yin the cylinder after theexhaustr port is closed-and the new. incoming charge being`Yl at lowpressure said-chargeis diluted or weakened by the presence of theresidual gas. In the present engine the'spent charge is partly clearedaway by the upward strokefw of the piston and when the admissiontakesmmoplace at high pressure the residual lcharge in the-cylinder'is onlyasmall fraction of the weight of the total 'gas entering the powercylinder, owing to the greater density.. r and pressure of thenewfcharge dilution ism" insignificant. 'Ihis results in an increase ofpower for a given size of cylinder. 1 Another object of thein-vention'is 'the provision of a novel combination of parts which.operate in such a manner that the engine has no upper dead center, thepressure b'eing applied Vto the power -pistonvwhen itis at the upperlimit of its upstroke to exert/a lever action on-the crank rod,whichfaction; is in the direction of rotationof its crank. Thisis'important'sinc'e the engine willrnot knock either bytoo highcompression or'by a premature ignition, or even by the use Yo f a poorgrade of fuel. Y

Another objeetof the invention'is tofacilp13@ momie ment of Worn partsWhenever the occasions hated' i the aclcompanyng drawings; in

With the foregoing andy other olojeetsV in View the' invention `*residesin the particular provision, construction andjoperatio'n 4'of the Y. V

\ an inelior less; IhefupperLend?7 ofthe part `parts hereinafter fully`df'escribed and illus- A. Figure 1 is a vertical terna'l engineHemboc'lyinig' the features )of the inventiomthe com ressionpi'stonbeing stroke;

V'shown at the limit of its upstroke Vand the power piston beingshown`half-Wajwo` its 15 trayel in `its upstroke i Figure2 isa sectionon theline of s is. a new Sini11art0-rigare e, f part `rWay o its travel inits downstroke;`

Figure showing -thepiston at `the limit of its doufnL Figure 5 is asection-on the line 5V'-f"-5"of 'Figure `1,V but sliowing'the the limitofits upstroke;

Figurej is a View similar to Fig-ure '5,

"but Shoyving the piston partf `Way vof its 'travel in tliedownstroke;w"

t Figure'isla-verticalsection of ajiuodified "forml of compressionpiston and piston `rod "connection.`

'n.Referring nou7l Vmore particularly to the Views of the drawings', itwill be apparent that' inthe illustrated e1nbodiment,1the "enfcompressedinthe cylinder 10, and f itffis is compressed therein, -is` transferredto the cylinder 11 to be exploded therein, and fit.

is therefore to be 4un `lerstoodthat the cylcylinder `11'by a passagelThe passage 13 leads from a point in the side Wall of,

the cylinder 710,lsubstant'ially half Way :Clown t extendsn laterallyand upwardly toa point ofthe{cylindelxfA l Arranged for`-reciprocationin the cylinsection 4of -an-)in- Figure l 's a yiewfsimilar toFigure`2,ibut` power piston at 5.

fitted ito'slide in Contact with the looreofthq :cylinder 10.2 Thejpart" 16 isofwuniform f, Q

thickness throughout; `being one-eighth o1' 16 is cutat nlangle. Mlm Thepart 171J isof hol loWiconstruction-'and is providedtf a ftlieretou`Theflength .of'rfsaid part y17 does fnot'- eXceed'its diameter'. `1 :A`pin20 entends .transverselyzof thejlower end of `the 'parti 16,653@ thevopposite ends ythereof .being joumia'lecl` zin suitable bearingsQlonithedpartf'fl. The

pin 20` is @atenten-a A ,crank mou. 22 has a. Wrist 23 on its upper: endwhich; iis. connected l with the"v pin .20 forl pivotal-z movement,fand( "35 nected' as1at24with'aierank 25 ofzla 'crank l 1`respect"thereto,Wlich is pivotal'ly i connected K posite efIfd fis.piyota'llyf"conneetedLt-asat With aa pin V"32; extending' transverselyoilthed- `p`artf=17` 'nearfthe'topzthereolf.` The pinY 32'v isl'arranged offiz-center andthegopposite ends "thereofarejsupportedj'bysuita'loleybearings 'l'carrie'd lby. ithe` part; 17 The" part.` 16 olf-thep'ist-onfilffhasfports,nor openings 34 .anddzwnY 3-5,.respectixlely-,winY 'the opposite:` sides `,there- 4 of, the"formerjbeing, located so; asuto 1 regis` gine includes two"substantially similar :Water jacketedcylinders 10 and 211. Infac-vcordance With the invention, the fuel, vsiuh as 'a 'gasoline mixture, issucked intov end is y y 1.aboveftherhead 18in oneside-ifthereof, andtherefore 'to be understood that theleylinder 10l is the compressioncylinder-of the-engine;` 'Thecylinder 10 is provided with afuelintake 12which communicates directly with: "the interior of;the'eylinden` L Thesupplyof i, fuel 'suckedinto the cylinder 10, and which a `duetorwpassage'37 which opens. through nfthenhead 1.8ffand kWhoseflower'rend ,ternglinfates' Vin an outlet port 381in the sideWall'ilof-thelto lparti17.".1f- The.` .porti-136 is 'flocated sofas toregister withtheportvfl: in the part.: 16, and theport 38 iskllocated'so'as to', registerwith the `port inthe 'part 17, fin fthe .movement ofthe'y part ',117 with respect tothe `part` 1693,15

ff'act vthat k the pant; 1.7 of `athe, :piston .15 TisV .eut iaway asat.19;it is possi-ble to maketheqoart 17 vof. considerable'-lengthwand:atthew-same time allow-'lit' toha-ve Acertain 'Inofvement"to"3if120 thepart "16,1 and also gives proper: clearance of the part" 17AWithgres'pect tothegupperend 'from tliehead of the 'cylinder lO thereofand 1I 'of the crank'rodz225yandu` the -bearixigs21 j which support thepin 20.' The part 1610i' mr the' piston 15 3 is blo-ng' 3enough` toalternatelyc'm" on thevupper end'thereof which is pivotally connectedwith the pin 44, and the lower end of the rod 46 is pivotally connectedas of a link 52 whose. opposite end is pivotally' at 48 with a crank 49ofthe crank shaft 26. The crank 49 is arranged substantially at 45degree angle with respect to the crank 25.

The crank rod46 has yan integral extension or arm` 50 on the upper endthereof disposed at an angle with respect thereto, which is pivotallyVconnected as at 51 with one end connected as at 53 with a pin 54. Thepin 54 extends transversely of the part V41 near' the upper end and issupportedby suitable bearings on vthe/part 41. 'The..pi`ns 44 and 54 arearranged off center. By cutting awayV the part. 41 Vat43, saidypartv 41will have clearancel with respectl to Vthe vbearings .to allow relativemovement of the part 41 'with respect to the part 40. The part 40 Vhas-a yport or opening 56 in the sidewall thereof which is located so as toregister o with the exhaust port 14 in the up and down vmovement of thepiston 39. .The part 41 has a portor opening 57 inl the side wallythereof above the crown yorY head 42, which is located to registerV withtheport 56in the movement of the part 41 with respect to the part 40.The head of the power or combustion cylinder 11 is provided with a*suitable spark plug 58 forming part of. an ignition system operatingV intimed raccord-with the piston 39 for igniting theexplosive chargesdelivered into the 'ton 39. A

Due to theV fact that each of theV pistons cylinder 11 above the pis- 15`and 39 are made ofrelatively .movable parts, it is possible to admit 1amaximum vamount of fuel mixture into the compressioncylinder 10 abovethe piston, and also yto avoid the related lcranks being on upper deadcenters at the` commencement' of the downstroke of the piston,vparticularly .the

power piston 39. It will also be apparent that by making the powerpiston 39- of two parts as `showma relatively long stroke of the pistonmay be obtained in proportion to the lengths of the relatedY crank andcrank To make the reciprocating parts lighter,

' namely, the piston and vits sliding sleeve,

aluminum and the sliding cylinder is made' said piston lis preferably,constructedy of o fcast iron orsemi-steel, the wall ofV said sleeve orsliding element 'being not over oneeighth of an inch in thickness andpreferably less. v l v .1.

This construction produces a goodl wearing surface for theslidingelement, decreasing friction, andthe weight of said reciprocating parts is greatly reduced permitting ,a` highery speed ofyrotation of the. engine.

The operation of the engine :is as follows: In the downstroke of thepiston 15, the

lports 34 and y36 inregistration with each'` otherwill register 'withthe intake port 12 admitting fuel mixtureinto the compressioncylinder-10 abo-vethe crown or head 18of thefpiston 15,v as shownV inFigure 3. j The fuel mixture passes from the intake port 12 'through theports 34 and 36.` It is'also to be'observed that as the piston 15movesffion its downstroke, the intake port 12 will beV uncovered by thepart 16 allowing the fuel mixture to continue to enter the cylinderlO,

beginning approximately 55o; `past upper dead center, as shown in Figure3, and until the piston 15 has moved 60 past lower dead center withshortl interruptions ofintake of fuel mixture by the upper end "of thepiston 15. During the fdownstrokeof the piston 15 the inlet end of thepassage 13 is kept closed by ,theV part 16. .Compression of the fuelmixture takes place duringthe qupstroke of the piston'15 until thepistonI has reached the limit of its upstroke. ADuring this upstroke thecrank 25 passes a point approximatelyV 35O before .an upper' dead centerthereof is reached by saidA crank, at which time the inlet end of thepassage 13. is opened. The compressed charge ofk fuel in the compressioncylinder 10 is transferred or delivered `to the cylinder 11 above thecrown or head 42. AThisdelivery of the compressed charge of fuel4 willlast during the time required for the piston 15 to reach the limit ofits upstroke;fthat is' torsay, the

compression continues during the time 'of thev admission o'l' .thecharge .into the cylinder 11.. Almost immediately after the pis-v ton 15starts on its downstroke,forwhen it is 109V past vupper dead center, theinlet. end of the passage 13 will be closed. Immediately after theclosing of the inlet pend 0f the passage 13, the power vpiston 39 1sapproxr.

mately 450 behindA the piston -15, and the compression continues inthecylinder 11 until the piston 39 rea-ches a point in which its crank v49isyat a 17 angle before the upper dead center thereof. Explosion ytakesplace inthe cylinder 11, and-the charge of fuel expands throughout thethe downstroke of the piston 39. The exhaustorvburned gars Vtakesplacenearly at the end ofthe downstroke of the piston 39, its crank y49 beingat a 350 angle before the lower dead center of the crank. f Thedischarge ofthe'exhaust is brought about' bythe ports 56 and57`registering with the'exhaust port .'14 in the downstroke of the piston39.' The discharge indigeniv of the exhaustfgases continues duringonehalf of the upstroke of the piston 39. The port 57 is brought intoregistration with the port 56 by movement of the part 4:1 with respectto theV part 40 in response to the action of a crank rod 46 and the linkcon- V nection 52.

The discharge' of the exhaust gas continues until the crank 49 reaches a900 angle past the lower dead center, after which the exhaust port14 is`closed by the part 40. i f

-It is to be understood that the part 17 of arranged within-saidcylinder and slidable on the wall thereof, a piston slidable within,Asaid element, saidA element having radially inwardly projecting VmemberswherebyV said element may besupport'ed for movement in said cylinder,said piston havingitslowen end cut away so thata portion thereof may i.

descend lower than said members;

Y encuenv er.` VBEAUDRY. i

the compression piston 15 need not fill the entire space insideof thepart 16, but this part 17 may be made smaller'and fitted into a suitablysized bore presented by the part 16 which will then have a crown or headas shown in Figure 8. On reference Vto Figure 8 itwill be apparent thatthere is shown a piston 60 of hollow construction having'a crown or head61 near the upper end with a transverse passage 62 opening through the pside of the piston at one end, and its opposite end being incommunication with a vertical bore 63. Y The bore 63 lopens Vthrough thehead 61 and its lower end terminates in an outlet port 64: inthe sidewall of the piston. A tubular member 65 isv slidable in `the bore 63.The upper end of the tube 65 is open to the space in the cylinder66'above the piston and the lower end may be brought into and out ofregistration with the port 64 in rangement shown in Figure 8 of theco1npression cylinder where no excessive heat is developed. In thecombustion or power cylinder however, owing to the very hightemperature, use will preferably be made of the piston 39 in order tosecure maximum cooling of the parts. i

I claim:

1. In an internal combustion engine, the combination of a cylinder atubular element arranged withinsaid cylinder and slidable on the wallthereof, a piston slidable in said element, axially alined bearings onsaid element, a piston rod having axially alined `stub shafts on theupper end thereof received in said bearings respectively, said pistonhaving its lower end cut away to allow the lower edge of the piston tofall below said bearings.

2. In an internal combustion engine, the` combination of a cylinder,a'tubular element It is 'contenu-- plated to adopt the construction andarev

